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(OBSTACLE) Departure Procedures” section of a
given Terminal Procedures Publication (TPP) booklet.
The purpose of this note is to identify the
obstacle(s) and alert the pilot to the height and location
of the obstacle(s) so they can be avoided. This
can be accomplished in a variety of ways, e.g., the
pilot may be able to see the obstruction and maneuver
around the obstacle(s) if necessary; early liftoff/climb
performance may allow the aircraft to cross well
above the obstacle(s); or if the obstacle(s) cannot be
visually acquired during departure, preflight planning
should take into account what turns or other
maneuver may be necessary immediately after
takeoff to avoid the obstruction(s).
4. Climb gradients greater than 200 FPNM are
specified when required for obstacle clearance and/or
ATC required crossing restrictions.
EXAMPLE−
“Cross ALPHA intersection at or below 4000; maintain
6000.” The pilot climbs at least 200 FPNM to 6000. If 4000
is reached before ALPHA, the pilot levels off at 4000 until
passing ALPHA; then immediately resumes at least
200 FPNM climb.
5. Climb gradients may be specified only to an
altitude/fix, above which the normal gradient applies.
EXAMPLE−
“Minimum climb 340 FPNM to ALPHA.” The pilot climbs
at least 340 FPNM to ALPHA, then at least 200 FPNM to
MIA.
6. Some DPs established solely for obstacle
avoidance require a climb in visual conditions to
cross the airport or an on−airport NAVAID in a specified
direction, at or above a specified altitude. These
procedures are called Visual Climb Over the Airport
(VCOA).
EXAMPLE−
“Climb in visual conditions so as to cross the McElory Airport
southbound, at or above 6000, then climb via
Keemmling radial zero three three to Keemmling VORTAC.”
c. Who is responsible for obstacle clearance? DPs
are designed so that adherence to the procedure by the
pilot will ensure obstacle protection. Additionally:
7/31/08 AIM
AIM 2/14/08
5−2−8 Departure Procedures
1. Obstacle clearance responsibility also rests
with the pilot when he/she chooses to climb in visual
conditions in lieu of flying a DP and/or depart under
increased takeoff minima rather than fly the climb
gradient. Standard takeoff minima are one statute
mile for aircraft having two engines or less and one−
half statute mile for aircraft having more than two
engines. Specified ceiling and visibility minima
(VCOA or increased takeoff minima) will allow visual
avoidance of obstacles until the pilot enters the
standard obstacle protection area. Obstacle avoidance
is not guaranteed if the pilot maneuvers farther
from the airport than the specified visibility minimum
prior to reaching the specified altitude. DPs may also
contain what are called Low Close in Obstacles.
These obstacles are less than 200 feet above the departure
end of runway elevation and within one NM
of the runway end, and do not require increased takeoff
minimums. These obstacles are identified on the
SID chart or in the Take−off Minimums and (Obstacle)
Departure Procedures section of the U. S.
Terminal Procedure booklet. These obstacles are especially
critical to aircraft that do not lift off until
close to the departure end of the runway or which
climb at the minimum rate. Pilots should also consider
drift following lift−off to ensure sufficient
clearance from these obstacles. That segment of the
procedure that requires the pilot to see and avoid obstacles
ends when the aircraft crosses the specified
point at the required altitude. In all cases continued
obstacle clearance is based on having climbed a minimum
of 200 feet per nautical mile to the specified
point and then continuing to climb at least 200 foot
per nautical mile during the departure until reaching
the minimum enroute altitude, unless specified otherwise.
2. ATC may assume responsibility for obstacle
clearance by vectoring the aircraft prior to reaching
the minimum vectoring altitude by using a Diverse
Vector Area (DVA). The DVA has been assessed for
departures which do not follow a specific ground
track. ATC may also vector an aircraft off a previously
assigned DP. In all cases, the 200 FPNM climb
gradient is assumed and obstacle clearance is not provided
by ATC until the controller begins to provide
navigational guidance in the form of radar vectors.
NOTE−
When used by the controller during departure, the term
“radar contact” should not be interpreted as relieving pilots
　
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